Modular counterweight

ABSTRACT

A counterweight system includes a bracket and a counterweight. The bracket includes a base configured to couple to a vehicle and at least one arm extending from the base. The counterweight is coupled to the at least one arm. The counterweight is configured to be at least one of (i) pivotally repositionable, (ii) extensionally repositionable, and (iii) translationally repositionable relative to the vehicle.

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.15/354,986, filed Nov. 17, 2016, which claims the benefit of U.S.Provisional Patent Application No. 62/257,168, filed Nov. 18, 2015, bothof which are incorporated herein by reference in their entireties.

BACKGROUND

Counterweights are designed to allow a vehicle (e.g., a tow truck, etc.)to pick and/or tow heavy loads. Often, counterweights substantiallyincrease the overall weight of a vehicle, increasing costs, decreasingmaneuverability, and reducing storage space.

SUMMARY

One embodiment relates to a counterweight system. The counterweightsystem includes a bracket and a counterweight. The bracket includes abase configured to be coupled to a vehicle and at least one armextending from the base. The counterweight is coupled to the at leastone arm. The counterweight is configured to be at least one of (i)pivotally repositionable, (ii) extensionally repositionable, and (iii)translationally repositionable relative to the vehicle.

Another embodiment relates to a counterweight system. The counterweightsystem includes a counterweight and a bracket configured to couple thecounterweight to a vehicle. At least one of (i) the counterweight and(ii) the bracket are selectively repositionable from a base position toat least one of (a) a rotated position and (b) an extended position.

Still another embodiment relates to a counterweight system. Thecounterweight system includes a counterweight configured to couple to afront end of a vehicle. The counterweight is selectively repositionablebetween a first position and a second position. The counterweight isconfigured to (i) obstruct opening a hood of the vehicle when arrangedin the first position and (ii) facilitate opening the hood when arrangedin the second position.

The invention is capable of other embodiments and of being carried outin various ways. Alternative exemplary embodiments relate to otherfeatures and combinations of features as may be recited herein.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure will become more fully understood from the followingdetailed description, taken in conjunction with the accompanyingfigures, wherein like reference numerals refer to like elements, inwhich:

FIG. 1 is a front, right perspective view of a vehicle including amodular counterweight system in a first position, according to anexemplary embodiment;

FIG. 2 is a front, left perspective view of a vehicle including amodular counterweight system in a first position, according to anexemplary embodiment;

FIGS. 3A-3B are front views of a vehicle including a modularcounterweight system in a first position, according to an exemplaryembodiment;

FIG. 4 is a left side view of a vehicle including a modularcounterweight system in a first position, according to an exemplaryembodiment;

FIGS. 5A-5C are various views of a modular counterweight system coupledto a vehicle, according to an exemplary embodiment;

FIG. 6A-6H are various views of a housing of a modular counterweightsystem, according to an exemplary embodiment;

FIGS. 7A-7E are various views of a modular counterweight system,according to an exemplary embodiment;

FIGS. 8A-8C are various views of a vehicle including a modularcounterweight system in a second position, according to an exemplaryembodiment;

FIGS. 9A-9C are various views of a vehicle including a modularcounterweight system in a second position, according to anotherexemplary embodiment;

FIG. 10 is a side view of a vehicle including a modular counterweightsystem in a third position, according to exemplary embodiment;

FIGS. 11A-11B are various schematic diagrams of actuators of a modularcounterweight system, according to various exemplary embodiments; and

FIG. 12 is a block diagram of a controller used to operate and/orcontrol various components of a vehicle, according to an exemplaryembodiment.

DETAILED DESCRIPTION

Before turning to the figures, which illustrate the exemplaryembodiments in detail, it should be understood that the presentapplication is not limited to the details or methodology set forth inthe description or illustrated in the figures. It should also beunderstood that the terminology is for the purpose of description onlyand should not be regarded as limiting.

According to an exemplary embodiment, a modular counterweight system iscoupled to a vehicle (e.g., a frame, a body, a front bumper, etc.). Themodular counterweight system may be configured to increase the effectiveweight provided to a front axle of the vehicle to increase performance(e.g., increase and/or maintain ground-bearing pressure between thesteered tires of the front axle and the ground surface during a towingevent, etc.). Traditional counterweight systems may include acounterweight fixed in a set orientation. Setting the counterweight is afixed orientation may require the counterweight to be positioned belowthe front bumper of the vehicle to facilitate opening the hood of thevehicle (e.g., affecting serviceability, decreasing ground clearance,degrading approach angle, etc.). Other traditional counterweight systemsmay include a body counterweight. Body counterweights oftensubstantially increase the overall weight of the vehicle (e.g.,decreasing maneuverability, etc.) and decrease body storage of thevehicle. According to an exemplary embodiment, the modular counterweightsystem is selectively repositionable (e.g., modular, adjustable,adaptable, pivotable, extendable, translatable, etc. relative to thefront bumper of the vehicle, etc.). In one embodiment, the modularcounterweight system is configured to be selectively pivotable relativeto a mounting bracket coupling the modular counterweight to the vehicle.In another embodiment, the modular counterweight system is configured tobe selectively extendable (e.g., along a longitudinal axis of thevehicle, etc.). In some embodiments, the modular counterweight system isconfigured to be at least one of (e.g., both, etc.) selectivelypivotable and selectively extendable. In an alternative embodiment, themodular counterweight system is configured to be selectivelyrepositioned (e.g., translated, etc.) in a lateral direction (e.g.,along the front bumper, etc.). According to an exemplary embodiment,selectively repositioning the modular counterweight system provides atarget center of gravity for the vehicle, increasing performance (e.g.,maneuverability, bearing pressure of the front axle, etc.). In someembodiments, the total weight of the modular counterweight system isable to be selectively increased or decreased (e.g., with removableweights, at predefined increments, etc.).

According to an exemplary embodiment, the modular counterweight systemreduces the overall weight of a vehicle by reducing body weight and/oreliminating body counterweight systems, thereby effectively increasingthe body storage of the vehicle, increasing the maneuverability of thevehicle (e.g., due to a lower weight vehicle, etc.), decreasing costs ofmanufacturability and ownership (e.g., more fuel efficient, a lowersales price, etc.), and/or satisfying various regulatory weightrequirements. The modular counterweight system may also increaseperformance of the vehicle by increasing traction for maneuverabilityand/or increasing the towing capacity of the vehicle. The modularcounterweight system may also improve the serviceability and/or groundclearance of a vehicle that has the modular counterweight systeminstalled. In one embodiment, the serviceability is improved at leastbecause the modular counterweight system is configured to pivot downwardand/or extend away from the front bumper. Such a swinging and/orextending capability facilitates opening the hood and accessing theengine compartment without needing to remove the modular counterweightsystem for service or having to mount the modular counterweight systemlower during installation of the modular counterweight system (e.g.,thereby increasing ground clearance, etc.).

According to the exemplary embodiment shown in FIGS. 1-7E, a modularcounterweight system, shown as counterweight system 100, is coupled to avehicle, shown as truck 10. According to an exemplary embodiment, thetruck 10 is a tow truck (e.g., a rotary tow truck, a wrecker truck, acarrier truck, etc.). By way of example, the counterweight system 100may be mounted to Class 8 trucks manufactured by various companies. Inother embodiments, the truck 10 is an aerial truck, a rescue truck, aconcrete mixer truck, a commercial truck, a tanker, an ambulance, amilitary vehicle, or still another vehicle. As shown in FIGS. 1-4, thetruck 10 includes a chassis, shown as frame 12, defining a longitudinalaxis 14. The frame 12 supports a body assembly, shown as body assembly30, including a number of compartments, shown as storage compartments32, a number axles with wheel and tire assemblies, shown as front axle20 and rear axles 22, a cab, shown as front cabin 18, and a bumper,shown as front bumper 16. The longitudinal axis 14 may be generallyaligned with a frame rail of the truck 10 (e.g., front-to-back, etc.).

According to an exemplary embodiment, the truck 10 includes an enginethat is coupled to the frame 12 and positioned underneath a hood, shownas hood 24. The engine may receive fuel (e.g., gasoline, diesel, etc.)from a fuel tank and combust the fuel to generate mechanical energy. Atransmission receives the mechanical energy and provides an output to adrive shaft. The rotating drive shaft is received by a differential,which conveys the rotational energy of the drive shaft to a final drive(e.g., wheels, etc.). The final drive then propels or moves the truck10. According to an exemplary embodiment, the engine is acompression-ignition internal combustion engine that utilizes dieselfuel. In alternative embodiments, the engine is another type of device(e.g., spark-ignition engine, fuel cell, electric motor, etc.) that isotherwise powered (e.g., with gasoline, compressed natural gas,hydrogen, electricity, etc.).

As shown in FIGS. 1-5C, the counterweight system 100 is coupled (e.g.,fastened, attached, bolted, welded, etc.) to the front bumper 16 of thetruck 10, centered about the longitudinal axis 14, and oriented in afirst position, shown as base position 102. In some embodiments, thecounterweight system 100 is directly coupled to the frame 12. Inalternative embodiments, the counterweight system 100 is otherwisepositioned (e.g., on a lateral side of the truck 10, on a rear of thetruck 10, etc.). As shown in FIGS. 1-5C, the counterweight system 100includes a housing, shown as counterweight housing 110, and a bracket,shown as mounting bracket 180. In other embodiments, the counterweighthousing 110 directly engages the bumper 16 and/or the frame 12. As shownin FIGS. 4-5C, the mounting bracket 180 is configured to couple othercomponents of the counterweight system 100 to the truck 10 (e.g., thefront bumper 16, etc.). The mounting bracket 180 includes a plate, shownas mounting plate 182, and a pair of extensions, shown as arms 184. Asshown in FIGS. 4 and 5B-5C, the mounting plate 182 is configured to becoupled (e.g., fastened, bottled, welded, attached, etc.) to a mountinglocation (e.g., the front bumper 16, etc.) of the truck 10.

According to an exemplary embodiment, one arm 184 is positioned on eachlateral side of the mounting plate 182 and extends therefrom. In someembodiments, the mounting bracket 180 includes one or more additionalarms 184 positioned along the mounting plate 182 (e.g., acentrally-positioned arm 184, etc.). According to an exemplaryembodiment, the counterweight housing 110 is configured to engage thearms 184 of the mounting bracket 180, thereby coupling the counterweighthousing 110 to the truck 10. In some embodiments, the counterweighthousing 110 is selectively pivotable about one or more pins, shown ascoupling pins 202, such that the counterweight housing 110 rotates(e.g., the top thereof, etc.) down and away from the mounting plate 182of the mounting bracket 180 and/or the front bumper 16 (e.g., from thebase position 102 to a second, rotated position, etc.). In someembodiments, the counterweight system 100 (e.g., the counterweighthousing 110, the mounting bracket 180, etc.) is additionally oralternatively selectively extendable away from the truck 10 and/or frontbumper 16 (e.g., from the base position 102 to a third, extendedposition, etc.).

As shown in FIGS. 6A-6H, the counterweight housing 110 includes a firstplate, shown as front plate 120, a second plate, shown as top plate 130,a third plate, shown as left plate 140, a fourth plate opposite thethird plate, shown as right plate 150, a first interface, shown as leftbracket 160, a second interface, shown as right bracket 170, a firstmount, shown as left mount 168, a second mount, shown as right mount178, and a third mount, shown as central mount 136. As shown in FIGS.6B, 6D, 6F, and 6H, the front plate 120, the top plate 130, the leftplate 140, and the right plate 150 define an internal cavity of thecounterweight housing 110, shown as cavity 112. According to anexemplary embodiment, the front plate 120, the top plate 130, the leftplate 140, the right plate 150, the left bracket 160, the right bracket170, the left mount 168, the right mount 178, and/or the central mount136 from a single, unitary (e.g., continuous, integral, etc.) structureof the counterweight housing 110 (e.g., manufactured using a castingprocess, etc.). In an alternative embodiment, one or more of theportions of the counterweight housing 110 are coupled (e.g., welded,fastened, bolted, etc.) to each other to form the counterweight housing110. In still other embodiments, the counterweight housing 110 includesmore or fewer walls, plates, brackets, or still other portions.

As shown in FIGS. 6A-6H, the front plate 120 has a first side, shown asouter wall 122, facing away from the cavity 112 and an opposing secondside, shown as inner wall 124, that defines a portion of the cavity 112.As shown in FIGS. 6B, 6D, and 6F-6H, the front plate 120 defines a lip,shown as retaining lip 126, positioned towards the bottom of the frontplate 120 and extending between the left bracket 160 and the rightbracket 170. As shown in FIGS. 6B, 6D, and 6H, the inner wall 124 of thefront plate 120 includes a plurality of mounts, shown as central mounts128, positioned about a central, vertical axis or plane of thecounterweight housing 110. As shown in FIGS. 6B-6D, 6F, and 6H, the topplate 130 has a first side, shown as outer wall 132, facing away fromthe cavity 112 and an opposing second side, shown as inner wall 134,that defines a portion of the cavity 112. As shown in FIG. 6H, thecentral mount 136 is positioned about a central, vertical axis or planeof the counterweight housing 110 and extends from the inner wall 124 ofthe front plate 120 and the inner wall 134 of the top plate 130.

As shown in FIGS. 6A-6H, the left plate 140 has a first side, shown asouter wall 142, facing away from the cavity 112 and an opposing secondside, shown as inner wall 144, that defines as portion of the cavity112. As shown in FIGS. 6A-6D and 6G-6H, the left plate 140 defines anaperture, shown as through hole 146. As shown in FIGS. 6B, 6D, and 6F,the left bracket 160 is spaced from the inner wall 144 of the left plate140, defining a gap, shown as gap 164. As shown in FIGS. 6B and 6D, theleft bracket 160 defines an aperture, shown as through hole 162,positioned to correspond in location with the through hole 146 of theleft plate 140.

As shown in FIGS. 6B-6F and 6H, the right plate 150 has a first side,shown as outer wall 152, facing away from the cavity 112 and an opposingsecond side, shown as inner wall 154, that defines a portion of thecavity 112. As shown in FIGS. 6B-6D and 6G-6H, the right plate 150defines an aperture, shown as through hole 156. As shown in FIGS. 6D,6F, and 6H, the right bracket 170 is spaced from the inner wall 154 ofthe right plate 150, defining a gap, shown as gap 174. As shown in FIGS.6D and 6H, the right bracket 170 defines an aperture, shown as throughhole 172, positioned to correspond in location with the through hole 156of the right plate 150.

According to an exemplary embodiment, the gap 164 defined between theleft plate 140 and the left bracket 160 is configured to receive a firstarm 184 (e.g., a left arm, etc.) extending from the left lateral side ofthe mounting plate 182 of the mounting bracket 180. The first arm 184 ofthe mounting bracket 180 defines an aperture (e.g., through hole, etc.)that cooperates with (e.g., in location, in size, etc.) the through hole146 of the left plate 140 and the through hole 162 of the left bracket160, according to an exemplary embodiment. According to an exemplaryembodiment, the gap 174 defined between the right plate 150 and theright bracket 170 is configured to receive a second arm 184 (e.g., aright arm, etc.) extending from the right lateral side of the mountingplate 182 of the mounting bracket 180. The second arm 184 of themounting bracket 180 defines an aperture (e.g., through hole, etc.) thatcooperates with (e.g., in location, in size, etc.) the through hole 156of the right plate 150 and the through hole 172 of the right bracket170, according to an exemplary embodiment. Thus, the coupling pins 202may be received by the through hole 146 of the left plate 140, thethrough hole of the left arm 184, the through hole 162 of the leftbracket 160, the through hole 172 of the right bracket 170, the throughhole of the right arm 184, and the through hole 156 of the right plate150, thereby pivotally (e.g., rotationally, hingedly, etc.) coupling thecounterweight housing 110 to the mounting bracket 180. In an alternativeembodiment, the counterweight housing 110 and the mounting bracket 180are coupled together in a fixed arrangement (e.g., a unitary structure,welded, fastened such that the counterweight housing 110 does not pivotrelative to the mounting bracket 180, etc.).

As shown in FIGS. 7A-7E, the counterweight housing 110 is configured toreceive and store a plurality of other components of the counterweightsystem 100. As shown in FIG. 7A, the central mount 136 is configured tofacilitate coupling a bracket, shown as actuator bracket 240, to thecounterweight housing 110 (e.g., with fasteners, welded, integrallycoupled or formed, etc.). The central mounts 128 positioned along theinner wall 124 of the front plate 120 are configured to facilitatecoupling a bracket, shown as center bracket 190, to the counterweighthousing 110. In an alternative embodiment, the center bracket 190 isintegrally formed with the counterweight housing 110. As shown in FIG.7A, the center bracket 190 is shaped to correspond with the shape of theinner wall 124 and the retaining lip 126 of the front plate 120 andextend therefrom. As shown in FIGS. 7A-7B, the center bracket 190includes a first plate, shown as left plate 192, and a second plate,shown as right plate 196, spaced from one another and defining a cavity,shown as actuator cavity 200, therebetween. The left plate 192 defines afirst mount, shown as central mount 194, and the right plate 196 definesa second mount, shown as central mount 198. According to an exemplaryembodiment, the left plate 192 and the right plate 196 extend from theinner wall 124 of the front plate 120 a target distance such that thecentral mount 194 and the central mount 198 are aligned with the leftmount 168 and the right mount 178, respectively.

As shown in FIGS. 7B-7E, the cavity 112 of the counterweight housing 110is configured to receive a plurality of weights, shown as counterweights210. As shown in FIG. 7E, the counterweights 210 include a firstsurface, shown as inner surface 212, shaped to correspond with the shapeof the inner wall 124 and the retaining lip 126 of the front plate 120,and the inner wall 134 of the top plate 130. As shown in FIG. 7E, theinner surface 212 defines a cutout, shown as notch 214, configured toengage the retaining lip 126 of the front plate 120. At shown in FIGS.7B-7E, the counterweights 210 include a second surface, shown as outersurface 216. The outer surface 216, defines a cutout, shown as slot 218.

As shown in FIGS. 7B-7E, the slots 218 of the counterweights 210 areconfigured to receive a first retaining member, shown as retaining bar220, and/or a second retaining member, shown as retaining bar 230. Asshown in FIG. 7B, the retaining bar 220 defines a first aperture, shownas left aperture 224, positioned to correspond with the left mount 168and a second aperture, shown as right aperture 222, positioned tocorrespond with the central mount 194 to facilitate fastening theretaining bar 220 to the counterweight housing 110 and the centerbracket 190. The retaining bar 230 defines a first aperture, shown asright aperture 234, positioned to correspond with the right mount 178and a second aperture, shown as left aperture 232, positioned tocorrespond with the central mount 198 to facilitate fastening theretaining bar 230 to the counterweight housing 110 and the centerbracket 190. In an alternative embodiment, a single retaining barextends across the counterweight housing 110 between the left mount 168to the right mount 178.

As shown in FIGS. 7B-7E, the counterweights 210 include a firstplurality of counterweights 210 positioned between the left bracket 160and the left plate 192 of the center bracket 190 and a second pluralityof counterweights 210 positioned between the right bracket 170 and theright plate 196 of the center bracket 190. According to an exemplaryembodiment, the first plurality of counterweights 210 are held (e.g.,retained, selectively fixed, etc.) within the counterweight housing 110at least due to the engagement of the notch 214 with the retaining lip126 and the slot 218 with the retaining bar 220. According to anexemplary embodiment, the second plurality of counterweights 210 areheld (e.g., retained, selectively fixed, etc.) within the counterweighthousing 110 at least due to the engagement of the notch 214 with theretaining lip 126 and the slot 218 with the retaining bar 230.

By way of example, the counterweights 210 may be selectively added orremoved from the counterweight housing 110 to increase or decrease thetotal weight of the counterweight system 100. In one embodiment, eachcounterweight 210 weighs approximately 215 pounds, facilitatingadjustment of the overall weight of the counterweight system 100 byincrements of 215 pounds. In other embodiments, each counterweight 210weighs less than or greater than 215 pounds. According to an exemplaryembodiment, the counterweight system 100 weighs a total of approximately1,500 pounds without the counterweights 210 and may be increased to atotal of approximately 3,500 pounds by adding the counterweights 210. Inother embodiments, the counterweight system 100 weighs less than orgreater than a total of 1,500 pounds without the counterweights 210 andmay be adjusted to weigh less than or in excess of 3,500 pounds byadding the counterweights 210. According to an exemplary embodiment,selectively adding or removing the counterweights facilitates a user ofthe counterweight system 100 in modifying front axle laden weight basedon the capacity of the front axle 20 (e.g., during a non-towingscenario, etc.), along with modifying the weight content of thecounterweight system 100 for heavy pick and tow scenarios.

As shown in FIGS. 7C-7D, the counterweight system 100 includes a firstactuator, shown as rotation actuator 250. According to an exemplaryembodiment, the rotation actuator 250 is or includes a hydraulicactuator. In other embodiments, the actuator is or includes at least oneof an electric actuator, a pneumatic actuator, an electric-hydraulicactuator, and a pulley system. As shown in FIG. 7C, the rotationactuator 250 includes a first end, shown as top end 252, and a secondend, shown as bottom end 254. The top end 252 is coupled to the actuatorbracket 240, and the bottom end 254 is coupled to the mounting bracket180, the front bumper 16, and/or the frame 12, according to variousembodiments.

As shown in FIGS. 7D-7E, the mounting plate 182 of the mounting bracket180 defines a plurality of apertures, shown as mounting apertures 188.The mounting apertures 188 are configured to facilitate coupling themounting bracket 180 to a respective mounting location (e.g., the frontbumper 16, etc.) of the truck 10 with fasteners (e.g., bolts, etc.). Inother embodiments, the mounting bracket 180 is otherwise coupled to thetruck 10 (e.g., welded, integrally formed with the front bumper 16,etc.). According to an exemplary embodiment, at least one of the firstplurality of counterweights 210 and the second plurality ofcounterweights 210 are shaped (e.g., include a cutout, etc.) tofacilitate fitting some of the components of the rotation actuator 250(e.g., hydraulic pump, fluid/air conduits, air compressor, motor, etc.)within the cavity 112 of the counterweight housing 110 between thecounterweights 210 and the mounting plate 182.

According to an exemplary embodiment, the counterweight housing 110(e.g., including the counterweights 210, etc.) rotates away from themounting bracket 180 when the rotation actuator 250 is activated in afirst direction (e.g., extended, retracted, etc.) and rotates towardsthe mounting bracket 180 when the rotation actuator 250 is activated inan opposing second direction (e.g., retracted, extended, etc.). In oneembodiment, the counterweight housing 110 is rotatable between zero andninety degrees (e.g., away from the mounting bracket 180, relative tothe base position 102, etc.). In some embodiments, the counterweightsystem 100 includes a manual, hand-operated actuator (e.g., a hand pump,a hand crank, etc.) to facilitate manual actuation and/or manualoverride of the counterweight housing 110 rotation.

According to the exemplary embodiment shown in FIGS. 8A-9C, thecounterweight housing 110 of the counterweight system 100 is selectivelypivotable (e.g., by the rotation actuator 250, etc.). The counterweighthousing 110 is capable of pivoting about the coupling pins 202 from thebase position 102 through a range of motion to a second position, shownas fully-rotated position 104. According to an exemplary embodiment, thefully-rotated position 104 is angularly offset approximately ninetydegrees relative to the base position 102 (e.g., between eighty and onehundred and ten degrees, etc.). According to an exemplary embodiment,the pivoting feature of the counterweight system 100 improvesserviceability without adversely impacting the ground clearance of thetruck 10 (e.g., as may occur by positioning a counterweight lower,etc.). As shown in FIGS. 8A-8C, the counterweight housing 110 isselectively repositionable into the fully-rotated position 104 such thatthe hood 24 may be opened without interference from the counterweightsystem 100. Traditionally, a front mounted counterweight may be mountedlower such that it does not interfere with the pivoted hood 24,decreasing the ground clearance of the truck 10. The counterweightsystem 100 pivots to maintain the serviceability and the groundclearance of the truck 10.

According to an exemplary embodiment, selectively pivoting thecounterweight housing 110 with the rotation actuator 250 between thebase position 102 and the fully-rotated position 104 facilitatesselectively adjusting the center of gravity of the truck 10 to a targetcenter of gravity. The counterweight housing 110 may be rotated toincrease the effective weight provided to the front axle 20 of the truck10 and/or reposition the center of gravity of the truck 10 byselectively adjusting the center of gravity of the counterweight system100 to a target location. By way of example, the counterweight housing110 may be selectively pivoted during high load conditions (e.g., heavypick and tow scenarios, etc.) where the tires of the front axle 20 ofthe truck 10 may otherwise experience reduced ground-bearing pressure,adversely affecting steering and traction of the truck 10. Selectivelypivoting the counterweight housing 110 with the rotation actuator 250may thereby increase the maneuverability of the truck 10.

According to the exemplary embodiment, shown in FIGS. 10-11B, thecounterweight system 100 is selectively extendable along thelongitudinal axis 14 away from the truck 10 from the base position 102through a range of motion to a third position, shown as fully-extendedposition 106. The counterweight system 100 may include a lock configuredto selectively hold the counterweight housing 110 in a fixed position(e.g., at one or more points between the first position and the secondposition, at one or more points between the first position and the thirdposition, at one or more points between the second position and thethird position, etc.). As shown in FIG. 10, the counterweight system 100is coupled to an extension mechanism, shown as extension mechanism 300.According to the exemplary embodiment shown in FIG. 10, the extensionmechanism 300 includes a plurality of telescoping boom sections, shownas first boom section 302, second boom section 304, and third boomsection 306, a first bracket, shown as mounting bracket 320, and asecond bracket, shown as coupling bracket 308. As shown in FIG. 10, themounting bracket 180 of the counterweight system 100 is configured toengage the coupling bracket 308 of the extension mechanism 300, and themounting bracket 320 of the extension mechanism 300 is configured tocouple the extension mechanism 300 and the counterweight system 100 tothe truck 10 (e.g., the frame 12, the front bumper 16, etc.).

In some embodiments, the extension mechanism 300 includes a differentnumber of boom sections (e.g., two, four, etc.). In an alternativeembodiment, the extension mechanism 300 includes a plurality of scissorarms that are configured to facilitate extending and retracting thecounterweight system 100. As shown in FIG. 10, the extension mechanism300 includes a second actuator, shown as extension actuator 310. Theextension actuator 310 is positioned to extend and retract the pluralityof boom sections (and/or scissor arms) to facilitate selectivelytranslating the counterweight system 100 along the longitudinal axis 14.As shown in FIG. 11A, the extension actuator 310 includes a pulley-cableor sprocket-chain system having at least one pulley and/or sprocket 312and at least one cable and/or chain 314. As shown in FIG. 11B, theextension actuator 310 includes a rod and cylinder system having a rod316 and a cylinder 318 (e.g., a hydraulic cylinder, a pneumaticcylinder, an electrohydraulic cylinder, etc.).

According to an exemplary embodiment, the extension feature of thecounterweight system 100 maintains ease of serviceability withoutadversely impacting the ground clearance of the truck 10 (e.g., the hood24 is able to be opened without interference from the counterweightsystem 100, similar to the pivoting feature, etc.). According to anexemplary embodiment, selectively extending the counterweight system 100with the extension mechanism 300 between the base position 102 and thefully-extended position 106 facilitates selectively adjusting the centerof gravity of the truck 10 to the target center of gravity. Thecounterweight system 100 may be extended to increase the effectiveweight provided to the front axle 20 of the truck 10 by selectivelyadjusting the center of gravity of the truck 10 to a target center ofgravity. Selectively extending the counterweight system 100 with theextension actuator 310 may thereby increase the maneuverability of thetruck 10. In some embodiments, the counterweight system 100 isconfigured to be at least one of selectively pivotable and selectivelyextendable.

In some embodiments, the counterweight system 100 and/or the truck 10additionally or alternatively includes a translation mechanism having athird actuator (e.g., translation actuator, etc.) configured totranslate the counterweight system 100 laterally along the truck 10and/or the front bumper 16. The counterweight system 100 may betranslated laterally where the truck 10 is experiencing high loading ona lateral side of the truck 10 (e.g., pulling a vehicle out of a ditchfrom an angle, etc.). By translating the counterweight system 100laterally (e.g., opposite the load, etc.), the center of gravity of thetruck 10 is offset to counteract the moment and/or force created by theside load. In some embodiments, the counterweight system 100 is at leastone of pivoted, translated, and extended.

According to an exemplary embodiment, the counterweight system 100reduces the overall weight of the truck 10. Selectively repositioning(e.g., pivoting, translating, extending, etc.) the counterweight system100 increases an effective weight of the truck 10 (e.g., by moving thecenter of gravity, creating a moment arm with the counterweight system100, etc.), thereby facilitating reducing the actual weight of the truck10. A truck 10 with the counterweight system 100 installed may belighter relative to traditional vehicles by reducing the weight (e.g.,of the body assembly 30, etc.) of the truck 10 and/or by eliminatingbody counterweight systems. Reducing the weight of the truck 10 allowsfor increased storage space within the storage compartments 32, lowercost of manufacture and purchase, increased fuel efficiency, increasedmaneuverability, and/or satisfying various regulatory weightrequirements, while maintaining or improving towing capacity of thetruck 10.

According to the exemplary embodiment shown in FIG. 12, a control system400 for a vehicle (e.g., the truck 10, etc.) includes a controller 410.In one embodiment, the controller 410 is configured to selectivelyengage, selectively disengage, control, or otherwise communicate withcomponents of the truck 10 according to various modes of operation. Asshown in FIG. 12, the controller 410 is coupled to the rotation actuator250, the extension actuator 310, a third actuator, shown as translationactuator 350, a user interface 420, and one or more sensors 430. Thecontroller 410 may be configured to selectively control the position(e.g., rotation, translation, extension, etc.) of the counterweightsystem 100. By way of example, the controller 410 may send and receivesignals with the rotation actuator 250, the extension actuator 310, thetranslation actuator 350, the user interface 420, and the one or moresensors 430.

The controller 410 may be implemented as a general-purpose processor, anapplication specific integrated circuit (ASIC), one or more fieldprogrammable gate arrays (FPGAs), a digital-signal-processor (DSP),circuits containing one or more processing components, circuitry forsupporting a microprocessor, a group of processing components, or othersuitable electronic processing components. According to the exemplaryembodiment shown in FIG. 12, the controller 410 includes a processingcircuit 412 and a memory 414. The processing circuit 412 may include anASIC, one or more FPGAs, a DSP, circuits containing one or moreprocessing components, circuitry for supporting a microprocessor, agroup of processing components, or other suitable electronic processingcomponents. In some embodiments, the processing circuit 412 isconfigured to execute computer code stored in the memory 414 tofacilitate the activities described herein. The memory 414 may be anyvolatile or non-volatile computer-readable storage medium capable ofstoring data or computer code relating to the activities describedherein. According to an exemplary embodiment, the memory 414 includescomputer code modules (e.g., executable code, object code, source code,script code, machine code, etc.) configured for execution by theprocessing circuit 412. The memory 414 includes various actuationprofiles corresponding to loading conditions and/or hood positionexperienced by the truck 10, according to an exemplary embodiment. Insome embodiments, controller 410 may represent a collection ofprocessing devices (e.g., servers, data centers, etc.). In such cases,the processing circuit 412 represents the collective processors of thedevices, and the memory 414 represents the collective storage devices ofthe devices.

In one embodiment, the user interface 420 includes a display and anoperator input. The display may be configured to display a graphicaluser interface, an image, an icon, or still other information. In oneembodiment, the display includes a graphical user interface configuredto provide general information about the truck 10 (e.g., truck 10 speed,fuel level, warning lights, etc.). The graphical user interface may alsobe configured to display a current position of the counterweight system100, recommended positions for the counterweight system 100,instructions to add or remove counterweights 210, and/or still otherinformation relating to the truck 10 and/or the counterweight system100.

The operator input may be used by an operator to provide commands to atleast one of the rotation actuator 250, the extension actuator 310, andthe translation actuator 350. The operator input may include one or morebuttons, knobs, touchscreens, switches, levers, joysticks, pedals, orhandles. The operator may be able to manually control some or allaspects of the operation of the counterweight system 100 and the truck10 using the display and the operator input. It should be understoodthat any type of display or input controls may be implemented with thesystems and methods described herein. In some embodiments, the operatormay control at least one of extension, translation, and rotation of thecounterweight system 100 with a manual actuator, shown as manualactuator 500.

In some embodiments, the controller 410 is configured to at least one ofextend and pivot the counterweight system 100 in response to the one ormore sensors 430 acquiring data indicating that the hood 24 of the truck10 is being opened. In some embodiments, the controller 410 isconfigured to at least one of extend, translate, and pivot thecounterweight system 100 in response to the one or more sensors 430acquiring data indicating that a high loading condition is occurringand/or the tires of the front axle 20 are losing ground bearing pressurewith a ground surface. The controller 410 may be configured toselectively reposition the counterweight system 100 to achieve a targetcenter of gravity to increase the performance of the truck 10 (e.g.,maneuverability, towing and/or picking capacity, traction, etc.).

As utilized herein, the terms “approximately”, “about”, “substantially”,and similar terms are intended to have a broad meaning in harmony withthe common and accepted usage by those of ordinary skill in the art towhich the subject matter of this disclosure pertains. It should beunderstood by those of skill in the art who review this disclosure thatthese terms are intended to allow a description of certain featuresdescribed and claimed without restricting the scope of these features tothe precise numerical ranges provided. Accordingly, these terms shouldbe interpreted as indicating that insubstantial or inconsequentialmodifications or alterations of the subject matter described and claimedare considered to be within the scope of the invention as recited in theappended claims.

It should be noted that the term “exemplary” as used herein to describevarious embodiments is intended to indicate that such embodiments arepossible examples, representations, and/or illustrations of possibleembodiments (and such term is not intended to connote that suchembodiments are necessarily extraordinary or superlative examples).

The terms “coupled,” “connected,” and the like, as used herein, mean thejoining of two members directly or indirectly to one another. Suchjoining may be stationary (e.g., permanent, etc.) or moveable (e.g.,removable, releasable, etc.). Such joining may be achieved with the twomembers or the two members and any additional intermediate members beingintegrally formed as a single unitary body with one another or with thetwo members or the two members and any additional intermediate membersbeing attached to one another.

References herein to the positions of elements (e.g., “top,” “bottom,”“above,” “below,” “between,” etc.) are merely used to describe theorientation of various elements in the figures. It should be noted thatthe orientation of various elements may differ according to otherexemplary embodiments, and that such variations are intended to beencompassed by the present disclosure.

Also, the term “or” is used in its inclusive sense (and not in itsexclusive sense) so that when used, for example, to connect a list ofelements, the term “or” means one, some, or all of the elements in thelist. Conjunctive language such as the phrase “at least one of X, Y, andZ,” unless specifically stated otherwise, is otherwise understood withthe context as used in general to convey that an item, term, etc. may beeither X, Y, Z, X and Y, X and Z, Y and Z, or X, Y, and Z (i.e., anycombination of X, Y, and Z). Thus, such conjunctive language is notgenerally intended to imply that certain embodiments require at leastone of X, at least one of Y, and at least one of Z to each be present,unless otherwise indicated.

It is important to note that the construction and arrangement of themodular counterweight system as shown in the exemplary embodiments isillustrative only. Although only a few embodiments of the presentdisclosure have been described in detail, those skilled in the art whoreview this disclosure will readily appreciate that many modificationsare possible (e.g., variations in sizes, dimensions, structures, shapesand proportions of the various elements, values of parameters, mountingarrangements, use of materials, colors, orientations, etc.) withoutmaterially departing from the novel teachings and advantages of thesubject matter recited. For example, elements shown as integrally formedmay be constructed of multiple parts or elements. It should be notedthat the elements and/or assemblies of the components described hereinmay be constructed from any of a wide variety of materials that providesufficient strength or durability, in any of a wide variety of colors,textures, and combinations. Accordingly, all such modifications areintended to be included within the scope of the present inventions.Other substitutions, modifications, changes, and omissions may be madein the design, operating conditions, and arrangement of the preferredand other exemplary embodiments without departing from scope of thepresent disclosure or from the spirit of the appended claims.

1. A counterweight system comprising: a bracket including: a baseconfigured to be coupled to a vehicle; and at least one arm extendingfrom the base; and a counterweight coupled to the at least one arm,wherein the counterweight is configured to be at least one of (i)pivotally repositionable, (ii) extensionally repositionable, and (iii)translationally repositionable relative to the vehicle.
 2. Thecounterweight system of claim 1, wherein the counterweight includes aplurality of weights that facilitate incremental adjustment of anoverall weight of the counterweight.
 3. The counterweight system ofclaim 2, wherein the counterweight defines an internal cavity configuredto selectively receive the plurality of weights.
 4. The counterweightsystem of claim 3, wherein the counterweight defines a first mount and asecond mount.
 5. The counterweight system of claim 4, further comprisinga retaining member extending between the first mount and the secondmount, wherein the retaining member is positioned to hold the pluralityof weights within the internal cavity of the counterweight.
 6. Thecounterweight system of claim 1, wherein the counterweight includes aplurality of interfaces positioned to receive the at least one arm ofthe bracket.
 7. The counterweight system of claim 6, further comprisinga plurality of pins positioned to engage with the plurality ofinterfaces of the counterweight and the at least one arm of the bracket,pivotally coupling the counterweight to the bracket.
 8. Thecounterweight system of claim 6, wherein the at least one arm of thebracket are coupled to the plurality of interfaces of the counterweightin a fixed arrangement, preventing relative movement between thecounterweight and the bracket.
 9. The counterweight system of claim 1,further comprising an actuator positioned to facilitate selectivelyrepositioning at least one of (i) the bracket and (ii) the counterweightto change a center of gravity of the counterweight system.
 10. Thecounterweight system of claim 1, further comprising an extensionmechanism configured to: couple the bracket to the vehicle; andfacilitate extending and retracting the counterweight and the bracketbetween a retracted position and an extended position.
 11. Thecounterweight system of claim 10, wherein the extension mechanismincludes at least one of (i) a plurality of telescoping boom sections,(ii) a plurality of scissor arms, (iii) a pulley-cable system, (iv) asprocket-chain system, and (v) a rod and cylinder system.
 12. Acounterweight system comprising: a counterweight; and a bracketconfigured to couple the counterweight to a vehicle; wherein at leastone of (i) the counterweight and (ii) the bracket are selectivelyrepositionable from a base position to at least one of (a) a rotatedposition and (b) an extended position.
 13. The counterweight system ofclaim 12, wherein the counterweight includes a plurality of weights thatfacilitate incremental adjustment of an overall weight of thecounterweight.
 14. The counterweight system of claim 12, wherein thecounterweight defines a cavity configured to selectively receive aplurality of weights.
 15. The counterweight system of claim 14, furthercomprising the plurality of weights.
 16. The counterweight system ofclaim 12, further comprising an actuator positioned to facilitateselectively repositioning at least one of (i) the bracket and (ii) thecounterweight.
 17. A counterweight system comprising: a counterweightconfigured to couple to a front end of a vehicle; wherein thecounterweight is selectively repositionable between a first position anda second position; and wherein the counterweight is configured to (i)obstruct opening a hood of the vehicle when arranged in the firstposition and (ii) facilitate opening the hood when arranged in thesecond position.
 18. The counterweight system of claim 17, furthercomprising an actuator positioned to facilitate selectivelyrepositioning the counterweight between the first position and thesecond position.
 19. The counterweight system of claim 17, wherein thecounterweight includes a plurality of weights that facilitateincremental adjustment of an overall weight of the counterweight. 20.The counterweight system of claim 19, wherein the counterweight definesa cavity configured to selectively receive the plurality of weights.